Mitsubishi MU-2B-35 accident near Corsicana, Texas, August 24, 2000
On August 24, 2000 at about 7:15 am local time, a Mitsubishi MU-2B-35, registered N770MA, was substantially damaged in an accident near Corsicana, Texas (C. David Campbell Field). It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the in-flight separation of the propeller blade, which resulted from intergranular corrosion and fatigue cracking.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 24, 2000 · about 7:15 am local time
- Place
- Corsicana, Texas · C. David Campbell Field · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Mitsubishi MU-2B-35 · all MU-2B-35s on the register
- Registration
- N770MA · no longer on the register · serial 625
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The twin-engine airplane was in cruise flight at 11,000 feet msl, when the pilot heard a loud bang and felt the airplane vibrate. The pilot shut down the right engine, feathered the propeller, and landed the airplane at an alternate airport. Examination of the right propeller revealed that one of its propeller blades separated approximately 8.5 inches from the hub. This blade was manufactured from 7076 aluminum alloy, which is referred to as a 'hard alloy.' Examination of the propeller blade's fracture surface revealed that it failed as a result of fatigue cracking, which originated from an area of intergranular corrosion. The propeller was overhauled 222 hours prior to the accident. According to the overhaul facility, they used a process of Alodining the blades for corrosion control, which is an approved method. According to the propeller manufacturer, the preferred method of corrosion control is anodizing due to its corrosion detection properties; however, it is a more expensive and time consuming corrosion control process. As a result of this accident, the propeller manufacturer issued a service bulletin indicating that 'hard alloy' blades should be removed from service due to their susceptibility to intergranular corrosion.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 5,511 hours in all; 3,386 in this make and model; 138 in the last 90 days; 72 in the last 30 days; 5,211 as pilot in command; 2,086 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: unk
The aircraft
- Airframe total time: 9,001 hours
- Last inspection: approved inspection programme, August 14, 2000; 24 hours since
- Maximum gross weight: 10,800 lb
- Seats: 9
- Landing gear: retractable
- Engine: Garrett TPE-331-6-252 (turboprop); 0 hours total
The flight
- Departed from: DAL Dallas TX at 7:00 am
- Destination: HOU Houston TX
- Flight plan: IFR
- Runway 14, 4,999 ft by 75 ft
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Wind: from 130° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 61°F (16°C)
- Altimeter: 29.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.